Starting device for internal-combustion engines



C. A. MARKS. STARTING EVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATloN FILED MAR. 3, 1920.

2 SHEETS-SHEET l.

1,354,985; Patented ome. 5, i920,

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@13 Mck C. A. MARKS.

STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED MAR. 3. I920.

1,354,985, Patented Oct. 5, 1920.

2 SHEETS-SHEET 2.

I I I UNi'EED STAIES rareNr orifice.

CHARLES A. MARKS, OF NAKARUSA, INDIANA.

STARTING DEVICE FOR INTERNAL-COIvIBUS-TIGN ENGINES.

Specification of Letters Patent.

Patented Oct. 5, 1920.

To all whom it may concern.'

Be it known that I, CHARLES A. MARKS, a citizen of the United States, residing at Vakarusa, in the county of Elkhart and State of Indiana, have invented certain new and useful Improvements in. Starting Devices for Internal-Combustion Engines, of.

which the following is a specification.

T his invention relates to starting mechanisms for internal combustion engines, and more particularly toV that type of starter which combines the use of compressed air and suitable mechanical means to accomplish the aforesaid purpose.

An object of the invention is to provide suitable mechanism for operating the valves of the engine, and at the same time admitting compressed air to and through the carbureter for atomizing the gasolene.

Another object is to provide suitable mechanical means for operating the valves of the engine without operating the pistons V form a part of my specification,

Figure 1 is a side elevation of my improved starting mechanism, positioned on a conventional type of automobile engine;

Fig. 2 is a plan view of the starting mechanism, lapplied to the same type of engine;

Fig. 3 is a front view of the timing gear, the gear on the crank shaft, and the starter gear, showing the disengaging means for the starter gear compressed air line.

Like reference numerals are-used throughout the following specification to designate corresponding parts.

My improved starting mechanism may be applied to any conventional type of engine 1, and has a manually operated handle 2 on the cud of the crank shaft 3, which is mounted in bearings 4; on the top of the engine. A gear 5 is positioned at the opposite end of the shaft 3 from the handle 2, and engages a similar gear 6 positioned on the end of shaft 7, which is mounted in bearing 8 at the side of the engine 1. A socket 9 is positioned in the bearing 8, and pivotally supports the shaft 10 on opposite bearing points or studs 11. Gear 12 is positioned on said shaft 1() and engages the gear 13 on the end of shaft or rod 7. rThe outer end of the shaft 10 is slidably mounted in a pocket 14 in the gear casing 15.

,A suitable foot pedal 16 is pivoted beneath the flooring 17, and has a rod 18 pivoted to it at 19, extending downwardly therefrom, said rod being bent at right angles at its lower end to form an arm 20. The shaft 21 is mounted on the side of the engine in bearings 22 and 23, and is attached to the arm 2O at its rear end, and to an arm 24- at its forward end. This arm 24C is posiioned outside and in front of the gear casing 15, and is provided with a forked end 25, withinwhich the shaft 10 is pocketed. A spring 26 is seated in the pocket 14 in the gear casing 15, between the shaft 10 and the wall of said casing, and normally tends to hold the starting gear 27, which is positioned, toward the engine until the gear 27 meshes with the timing gear 28.

The crank shaft 29 of the engine, is provided with a smaller gear 30 which is always in mesh with the timing gear 28, but is free to rotate separately from the shaft 29 whil the said shaft and pistons are stationary. On the face of the gear 30 is a pivoted catch or pawl 31 which when the crank shaft 29 is rotated, is pressed into engagement with the shoulder 32 of the cam 33 on the said shaft, by means of the spring 311.

A rod 35A isv rotatably mounted on the crank shaft 3, as at 36, and has its lower end connected to the segmental gear 37 which is supported on bracket 38. A suitable two way valve 39 is rotatably mounted in the valve housing 410. This housing f1.0 has three openings in it, the regular air intake opening 11, the compressed air intake opening 42, and thevdischarge openingV 43, through which the air normally passes Adirect from opening 41 into the carbu- -by admitting the compressed air to the carbureter 44. A pulley 47 is mounted on the crank shaft 3, and is adapted to receive a belt 48 which passes around a second Vpulley 49, mounted on a check valve 50 in the airv line 51, which v connects with an air tank (not shown). It will be understood that any suitable air compressor or pump may be connected up with the engine to supply air to the air tank, and keep it stored there under pressure, preferably at 60 to'100 pounds Y pressure.

The operation is as follows: The driver treads on the foot pedal 16, which connects through 18 and 21, arm 24, and presses the starting gear 27 into mesh with the timing gear 28.V He then grasps the handle 2 and turns the crank shaft 3 one 4complete revolution, which causes the shaft 7 and 10 to rotate, also the starting gear to rotate one complete revolution. The timing gear being the same size as the starting gear, also turns one complete revolution. The smaller gear 30 being only one half the size of the other two gears, turns two complete revolutions or l'enough to -permit the valves to operate as though two complete revolutions had been made by the engine crank shaft, which lat.- ter however temporarily remains stationary. The engine crank shaft and engine valve gearing are always maintained in proper relationfor engine operation, due to the shoulder 32 of the fixed cam 33 on the engine crank shaft. Then the crank k3 is turned, the valve 39 will be opened a inoment and then'closed, due to the segmental gear37 and the gear-4G on the valve stem. rIhe belt 48 on the pulleys 47 and 49 will open up the check valve for a moment also, and then close, thereby preventing the escape of the compressed air when the apparatus is not in use. When the valves are open, the valve 39 will register with the compresesd air supply pipe and the carbureter. The compressed air will rush through the carbureter, atomizing the gasolene and-forcing the fuel charge through Ythe manifold and into the cylinders. As before mentioned, the valves willoperate in the engine as though two complete revolutions had been made by the crank shaft. The force of the first explosion will be suflicient to turn the engine over two or three times,

' so that it will operate by its own mechanism,

after the initial impulse.

If the engine does not start on the first trial, it will only be necessary to repeat the original operations.V

This apparatus will start on dry batteries, and the engine will run on the 'magneto when started, thus doing away with the cumbersome and expensive starting motor, generator, high amperage batteries, and all necessary equipment therefor.

It will be understood that many minor changes in detail of construction may be resorted to without departure from the spirit of the invention.

Having thus described my invention what I claim as new anddesire to secure by Letters Patent of the United States is: Y

1. In combination with an internal combustion engine having a crank shaft, a carbureter, a 'compressed air supply means to the carbureter, a cam shaft and intake valve mechanism connected therewith, means for operating the intake valve mechanism independently of said crank shaft through one cycle of operation, thereby operating the intake valves successively to compressed fuel charges from said carbureter.

2. In combination with an internal combustion engine having a crank shaft, a carbureter, an air supply to the cirbureter, a cam shaft and intake valve mechanism connected therewith, means for operatingV the intake valve mechanism independently of said crank shaft through one cycle of operation, including a manually operated crank for operating said valves, and a man! ually operated pivoted spring pressed starting clutch mechanism.

3. A starter for an internal combustion engine comprising an engine, acarbureter,

- an air supply to the carbureter, a cam shaft and intake valve mechanism connected therewith, a crank shaft,'a gear loosely mounted on said crank shaft and driving the cam shaft, a spring pressed pivoted pawl on said gear, a stop cam fixed on said crank shaft and coacting with said spring pressed pawl, whereby said intake valve mechanism may be manually operated independently of said en ine crank shaft.

In testimony whereof aiiiX my signature.

` CHARLES A. MARKS. 

